Gear shifting mechanism



'Sepl; 26, 1944.

W. J. ANDRES GEARSHIFTING uncmrsu 3 Sheets- Sheet 1 7 Filed July 29. 1940 Q 1* mm Q n n Sept. 26,1944. w, NDRES 2,358,846

GEAR SHIFTING MECHANISM Filed Jin za, 1940 3 Sheets-Sheet. 5

Patented Sept. 26,

GEAR SHIF'HNG William J. Andres, Pittsburgh, Pa., assignor to Bendix-Westinghouse Automotive Air, Brake Company, Pittsburgh. Pa., a corporation of Delaware Application July 29, 1940, Serial No. 348,299

20 Claim.

This invention relates to gear shifting mechanism and more particularly to apparatus for controlling the operation of such mechanism.

The control apparatus of the present invention is particularly adapted to use with transmissions which are connected with the engine or vehicle.

motor through a clutch having a clutch brake acting on the clutch member which is connected to the transmission and is especially adaptable to such mechanisms in cases where the clutch used is of the so-called fluid flywheel type which is not completely disengageable but continues to transmit a certain amount of power to the transmission irom the engine even when the engine is running at idling speed. The use of clutch brakes in connection with the driven member of a vehicle clutch in order to facilitate gear shifting is well known, and it is also well known that, While such brakes areeifective in facilitating a gear shift when shifting from a lower to a higher gear ratio, they have a detrimental effect on the shifting of the gears from a higher to a .lower speed, and it is consequently evident that clutch brakes of this type must be selectively operated or not operated depending on the particular change in gear ratio desired.

Since the adoption of the fluid flywheel on a considerable number of vehicles, the use of a clutch brake has become especially desirable in facilitating changes of gear ratio, and is parv tlon when taken in connection with the accomticularly desirable and even essentialin connecning at idling speed and the vehicle is stationary renders it impossible to obtain a reversal of the relative direction of rotationv of the input and output shafts in order to permit gear engagement unless additional means are provided to overcome the torque exerted on the input shaft by the fluid flywheel under such conditions, and to this end such clutch mechanisms are now provided with a clutch brake which not only stops the rotation of the driven member of the clutch, but also in some cases reverses the direction of I' motion of the input shaft when the vehicle is stationary.

It is accordingly an object of the present invention to provide means for controlling the actuation of a clutch brake of the above character eral views:

ratios, and, with the exception or certain addi- 4 conditions.

trolled means.

claims for this purpose.

when the conditions of vehicle operation require the use of the brake.

Another object of the invention is to provide means for automatically controlling a clutch brake of the foregoing type in response to the operation of the vehicle engine under varying A still further object includes the provision of novel interlocking mechanisms for preventing automatic operation of the clutch brake when the gears of the transmission are in engaged posi= tion.

.Still another object comprehends' the use of an operator controlled device for controlling the operation of the clutch brake to facilitate the change of gear ratio regardless of the conditions or engine operation or the position of the transmission-gears. v

Yet another object is to provide mechanism for preventing the selection and engagement of certain gear ratios until the clutch brake has been "applied under the control of the operator con- Other objects and novelfeatures oi the invenm tion will appear more fully hereinafter. from .a consideration of the following detailed descrippanying drawings, wherein one embodiment of the invention is illustrated. It is to be expressly understood, however, that the drawings'are not designed as a definition of the limits of the invention, reference being had to the appended In the drawings, wherein similar reference characters refer to like parts throughout the sev- Fig. l is a diagrammatic views, partially in section, of a gear shifting mechanismand clutch brake controlling mechanism constructed in accordance with the principles of the present invention;

Fig. 2 is a side view of a fluid flywheel, a clutch brake and transmission mechanism adapted for use with the present invention, certain of the parts being shown in section, and

Fig. 3 is a partial view in section taken along lines 3-3 of Fig. 2.

Referring more particularly to Fig. 1, the present invention is illustrated therein in connection with a fluid pressure operated gear shifting mechanism adapted for use with any suitable type of transmission to establish vvarious gear tional control mechanismwhich is part or the present invention, this gear shifting apparatusis similar to that disclosed in the application for U. S. Letters Patent of Roy S. Sanford et al., Serial No. 268,982, filed April 20, 1939, and reference will be had to the disclosure of the above application for a more complete description of of shift rail 2|, and subsequent application of fluid under pressure to the left side of piston l6 will shift the element as well as the rail 2| to the the gear shifting mechanism shown'in Fig. 1 of i the instant application.

As illustrated in Fig. l, the present invention includes a fluid pressure operated gear shifting mechanism 5 for shifting the transmission gears, a manually operablecontrol valve mechanism 6 for controlling the supply of fluid pressure to the gear shift mechanism for selecting and establishing desired gear ratios, a fluid pressure reservoir 1 for supplying fluid pressure for the operation of the gear shift and the other mechanism hereinafter described, a fluid motor 8 for actuating a clutch brake, a control valve 9 actuated by the pressure in the intake manifold of the engine, not shown, for controlling the operation of fluid motor 8, a control valve it! operated by movement of the gear shift for further controlling the flow of fluid pressure to the fluid motor 8 and a manually'operable valve II for independ ently controlling the operation of the fluid motor.

As shown in the drawings, the fluid pressure operated gear shifting mechanism includes a double acting fluid pressure actuator 12 having a piston rod I3 normally held in neutral position as by means of preloaded springs i4 and I5 and adapted on admission of fluid pressure to either side of piston it to move piston rod i3 in either direction from neutral position. A gear shifting element I1 is mounted on the piston rod for longitudinal movement therewith, as well as for rotational movement thereon, and may be oscillated about said rod to cause the finger |8 formed on the lower end of the element to engage any one of. the shift rails |9, and 2|, which in turn are-connected to the various transmission gears to be shifted through the usual shift forks carried thereby, such as shift fork 22 shown in Fig. 12 of the drawings. As shown diagrammatically, the oscillating motion of the element H for selecting the various shift rails is controlled by a fluid pressure actuator 24 having a piston 25 normally .held in neutral position by preloaded spring 26 and connected to the gear shifting element through a piston rod 21, connected at one end to the piston 25 and at the other end to the element l1 by means of the engagement of a slot 28 formed in the piston rod with .a tooth-like portion 29 formed on the upper portion of the element I1. The neutralizing spring 26 is so arranged that the portion I8 of the element |1 normally engages a slot 30 in the shift rail 28, and it will be readily apparent that, on admission of fluid under pressure to the right side of the piston l6 of the actu ator l2, the shift rail 20 will be moved to the left, to engage third speed, while the application of fluid pressure to the left end of the piston will move the shift rail 28 to the right to engage second speed. In like manner, it will be understood that, on admission of fluid pressure to the upper side of the p'iston25,.the shifting element M will be rotated about the piston rod Hi to cause engagement of the portion ill with a slot 3| formed in the shift rail l9 so that admission of fluid under pressure to the right side of the piston l6 will move the element I1 and the shift rail l9 tothe left to engage first speed. Admission of fluid pressure to the lower side of piston 25 will, on the other hand, oscillate the element l1 to effect engagement thereof with the slot 32 right to effect engagement of reverse gear.

The application of v fluid pressure from the reservoir I to the fluid actuators I2 and 24 is initially controlled by the operation of the control valve mechanism 6, an operator controlled gear shift lever 33 being provided and adapted to impart both sliding and rotating movement to a cam shaft 34 mounted in valve body 35 for selective actuation of valve operating plungers 36, 31, 38 and 39, these plungers beingslidably mounted in the body 35 for selectively controlling the flow of fluid pressure to and from the fluid pressure actuators l2 and 24 of the gear shifting mechanism 5.- A partition 40 is provided at the left side of the valve body 35, being held in position by means of a gasket 4| and a cover plate 42 and forming in connection with said cover plate and the casing 35 an inlet chamber 43 on the left side of the partition and on the right side a series of outlet chambers 44, 45, 4G and 41, provided with outlet ports 48, 49, 50 and 5| respectively. A series of inlet ports 52, 53, 54 and 55 are provided in the partition to connect the inlet chamber 43- with the above outlet chambers respectively, and these ports are normally closed ,by means of valve members 56; 51, 58 and 59,

these valve members having portions formed on the left end normally held in engagement with said ports by means of springs 60, 6|, 62 and 63 interposed between the right hand ends of the valve members and the right side of the partition 40. The right ends of the aforesaid valves have portions 64, 65, 66 and 61 formed thereon and adapted to respectively sealingly engage the left ends of bores 58, 89, 10 and 1|, formed respectively in the slidable valve actuating plungers 38, 31, 38 and 39. An exhaust chamber 12 is formed in the right hand portion of the casing 35having an exhaust port 13 connecting the chamber with atmosphere and is adapted to 'ex haust air from the outlet chambers 44, 45, 46

and 41 through the plunger bores 68, 69, 10 and 1 I, by virtue of their connection with the outlet chamber through intersecting ports 14, 15, 16 and 11 formed in th respective plungers and in communication with the exhaust chamber 12.

The four -valv e operating plungers are slidably received by a partition 18 formed in the housing which effectively prevents the passage of fluid pressure from the outlet chambers to the exhaust chamber, except through the ports formed in the slidable plungers.

It will be apparent from the foregoing description that the four inlet ports leading from the inlet chamber 43 of the valve to the four corresponding outlet chambers will be normally closed by virtue of the fact that the four valves are biased to the right by their respective springs, and, since, as explained in the above referred to patent application of Roy S. Sanford et al., the cam 34* is so formed that the valve plungers may be selectively and individually actuated on corresponding movement of the gear shift lever 33, it will be understood that, on connection of the reservoir 1 to the valve inlet chamber-.43 as by means of conduits 18 and 80, the cam 34 may be so actuated by the vehicle operator as to close the exhaust outlet of any selected outlet chamber and to subsequentlysupply fluid pressure from the reservoir to said chamber through conduits 19 and 88 and inlet chamber 43, while the return of the cam to its normal neutral gear shift mechanism, it being apparent that actuation of the plunger 38 is adapted to supply fluid pressure to the lower side of piston 25 of the gear shift by way of outlet port 48, conduit 8|, and a passage 82 formed in the casing of the gear shift mechanism and communicating with the lower end of the piston. In like manner, operation of the plunger 31 will connect outlet chamber 45 with a chamber 83 formed in the gear shift mechanism by means of conduit 84, outlet chamber 46 may be connected to a similar chamber 85 in the gear shift housing by means of a conduit 86 and the fourth outlet chamber 41 may be connected to the upper side of piston 24 by means ofpassage 8'! formed in the casing of the gear shift and conduit 88 connected therebetween. There are thus four conduits for establishing communication between the reservoir 1 and various chambers of the air gear shift mechanism as through the conduits 8|, 84, 86 and 88, and, as willbe more fully explained hereinafter, it will be noted that these conduits control respectively the establishment and disestablishment of reverse gear ratio, second speed, third speed and first speed.

In orderto insure proper engagement of the shifting element H with the proper gear shift rail in response to selection of a particular gear ratio by operation of a control valve 6, the gear shift mechanism is providedwith a pair of interis supplied to the left side of the piston to move piston rod l3 to the right from neutral position by means of a conduit I08,

With the selector piston and interlock valve occupying the position shown in the drawings, it

will be seen that actuation 'of the valve plunger 21 of the control valve 6 will supply air from the reservoir to the left side of the gear shift actuating piston I 8 through conduit-84, chamber 83, outlet chamber 96 and conduit I08, mcving'the piston together with the shifting element l1 and the-shift rail 20 to the right to establish second gear relation, while actuation of the valve plung- 1 er 38 will serve to supply fluid pressure to the right end of the actuator piston l6 through conduit 88,chamber 85, outlet chamber-95 and conduit 99, thus moving the piston and its associated parts to the left to establish third gearrelation. On actuation of the control valve plunger 39 to energize conduit 88, fluid pressure will be supplied to the upper *end of the selector pistonjl'as well as to passage 81, but no fluid pressure will be supplied to. the shifting actuator I2 to establish first gear relation until the piston has moved downwardly sufficiently to cause the cam 93 to actuate the interlock valve plungers- 9i and 92, whereupon the valve 91 will be opened to permit communication between pas-v sage 81 and outlet chamber 95 and fluid pressure will be conducted to the right side of the actuator piston it through conduit 99-to establish first speed gear ratio, it being pointed out that lock valves 89 and 90 of similar construction to those provided in the control 'box 6 and having valve operating plungers 9| and 92 normally'oc cupying the position shown when the gear shift mechanism is deenergized, and both operable by means of cam 93 or 94 on movement of the pis-.

ton rod 21 in either direction from neutral posi tion torespectively disestablish communication between chambers 83 and 85 and outlet chambers 95 and 95 formed in the valve housings, and

at the same time to establish communication.

through operation of the valve members 91 and the construction is such that the finger l8 of the shifting element I1 is moveda sumcient distance to engage the slot 3| of the first speed shift rail prior to the actuation of the valve plungers 9| and 92. The selection of reverse gear ratio is similar, except that, in this case, actuation of the control valve plunger 38 will serveto supply fluid pressure through conduit M to passage 82 for actuation ofthe piston 24 in an up,- ward direction to engage the finger i8 with the reverse shift rail M, after which action the cam 94 will serve to actuate the valve plungers: 9i

and 92 and permit fluid under pressure to pass from passage 82 to the left side of the gear shift actuator it through outlet chamber 95 and conduit I88, thus moving the gear shifting mech- 98 between said outlet chambers and passages 81 and 82 respectively. It will be apparent from the foregoing that the supplying offluid under pressure from the control valve 5 to the outlet chamber 95 either through conduit 88 and passage B'fl, or through conduit 88 and chamber,85, is controlled by the interlock valve 89. On the other hand, the supply of fluid pressure to the outlet chamber 96 from the control valve 6 through either conduit 8! and passage 82, or conduit 84 and chamber 83,is controlled by the interlock valve 98. These alternative means of supplying air to the outlet chambers 95 and 96 are controlled entirely by the position ofthe valve plungers 85 and 92, which positions are in turn governed by the operation of the selector 'piston rod 21 in response to the action'of fluid pressure on the selector piston 25.

In order to complete energization of the fluid pressure actuat0r |2 to establish a desired gear ratio after relation.

anism to the right and establishing reverse gear While the gear shifting mechanism and the other control mechanisms illustrated in Fig. 1 of the drawings are readily adaptable to any conventional type of transmission and clutch, they are illustrated anddescribed inthe present application as being associated with a transmission and clutch mechanism of the type shown in Fig. 2,

and it is accordingly believed that a better understanding of the operation of the additional control mechanism of Fig. 1 will 'be had when condrivably connected with an engine, not shown, is

provided for driving the transmission mechanism I02 and has one member I83 of a conventional fluid flywheel coupling rigidly attached thereto for rotation therewith, while the transmission is provided with a suitably mounted input shaft IM rigidly connected for rotation with a second member of the fluid flywheel I05. The transmission illustrated is of the so-called constant mesh gear type having jaw clutches slidable for engaging the various gears and establishing the different gear ratios, and, for convenience in describing the transmission shown, sufflcient parts are shown to provide. for direct drive as well as for a second speed drive, it being understood that the other speeds can be engaged in a similar manner by the addition of the necessary mechanism. The transmission illustrated is provided with an output shaft I06 adapted to be connected to the vehicle propeller shaft for driving the vehicle, and, with the parts in the positions shown, is disconnected from the input shaft. A pinion gear I'I carried by the input shaft is adapted to transmit power through a countershaft I08 mounted in the transmission through its engagement with a gear I09 mounted on the countershaft, and the power from the countershaft is transmitted in turn to a gear H0 rotatably mounted on the output shaft I06 and driven by its engagement with the gear III mounted for rotation with the countershaft. Jaw clutches of the internal tooth type 2 and m are rigidly carried by the input shaft I04 and by the gear H0 respectively, while a mating clutch member H4 slidably mounted on the splined output shaft I06 for longitudinal movement thereon and rotation therewith serves on movement to the left to engage the jaw clutch H2 and establish a direct drive relation between the input and output shafts and on movement to the right to engage the clutch H3 and establish a drive relation between the, input and output shafts through gears I01 and "I09, shaft I08 and gears III- and H0. Movement of the clutch member H4 by the gear shift mechanism is accomplished through the engagement of the shift fork 22 with a groove, H5 formed on the clutch member, the'fork 22 in turn being carried and operated by the shift rail 20 of Fig. 1.

Due to the different relative speeds encountered between the input shaft I04 and the output shaft I06 under normal conditions of operation, it is obvious that, unless additional mechanism is added to the transmission, serious clashing of the clutch teeth may occur during establishment of gear ratios, and, in order to prevent this undesirable action, means are provided for preventing engagement of either of the clutches from neutral position until a reversal in the direction of relative movement of the input and output shafts occurs, and such mechanism is illustrated in Fig. 2 as including a. plurality of slots H6 formed in the outer surfaces of the clutch members I I2 and H3, said slots being enlarged as shown at their right and left ends respectively. In addition to these slots, a ring-like member I" is mounted around the outer' circumference of the clutch member H2 and is provided with polygonal shaped inwardly extending spokes H0, which, under the action of a helical spring H8a inter- I04, until the spoke members H0 engage one of I the recesses I23 formed in the right end of the slots, further combined movement of the member I and I H to the left causing the left hand faces of the spokes to engage one or the other of the surfaces I24 formed at the left end of therecesses I23. In view of the fact that the dimensions of the spokes H8 and the recesses I23 are so prop sed between the ring H1 and a portion of the I clutch member H2, for example, act to normally maintain the angular surfaces H9 of the spokes in engagement with the angular surfaces I20 formed at the right end of the slots, and the ring HI will thus normally rotate with the clutch member H2 by virtue of the above engagement of the parts. In order to provide means for changing this relationship during engagement of the clutch members I I4 and H2, for example, the

right end of'the ring HT is' formed with a flat surface I2I on the end thereof adapted to en-' gage a similar flat surface I22 formed on the left side of the clutch member H4, the result being that, when the vehicle is standing still, that is, with the input shaft I04 rotating by virtue of its connection with the crankshaft of the engine portioned as to cause engagement of the left surface of thespokes I I0 with the right hand recess surfaces I24 prior to actual engagement of the teeth of the jaw clutch members, engagement of the clutch teeth is prevented until the input shaft I04 is so rotated in relation to the output shaft I00 as to bring the spokes H8 in line with the main portion of the slots II 6, whereupon the clutchteeth may be engaged and the gear shift completed. When the above transmission is used in connection with a fluid flywheel, it will be evident that, with the vehicle stationary and the vehicle engine running at idling speed, the drag exerted by the fluid flywheel, if of conventional design, will be sufficient to continuously rotate the shaft I04 in the same direction of rotation as the engine, and consequently means must be provided to not only stop the rotation of shaft I04,

but to turn it in the reverse direction before the locking mechanism above described can be operated to place the spokes I I8 in alignment with the slots I I6 and permit further movement of ring I I I and member I I4 for engagement'of the clutch members H2 and H4. I

Although the use of clutch brakes is well known for retarding or stopping the motion of the driven member of a vehicle clutch, a novel clutch brake is illustrated in the drawings of the present application and more particularly in Fig. 3, as comprising means for not only stopping the rotation of the driven member of the clutch, but for also reversing the direction of rotation thereof. To this end, a brake drum I25 is mounted on the input, shaft I04 for rotation therewith, while a 'the brake drum, the pivotal connection being established by means of a pivot pin I20 carried by the plate I21. A brake operating lever I20 is also mounted on the pivot pin I28, and is pivota-lly connected to the other end of the brake band by means of a pin I30 carried by the lever and mounted in a bore I3I formed in the end of the brake band. As viewed in Fig. 3, the input shaft and the attached brake drum I25 are considered as rotating in a clockwise direction, counterclockwise, and, on movement of the brake lever 20 about the pivot pin I 20, it is evident that the brake band will be contracted about the brake drum and tend to stop the rotation of the latter, the reaction created by this operation being transferred to a portion of the transmission casing I32 through the medium of a flange I 33 formed on a bolt I34 pivotally attached to the plate I21 by means of a pivot pin I35. As soon as the rotation of the brake drum in a clockwise order to permit engagement of a gear ratio 'the vehicle is stationary, that is, when the outdirection is stopped, however, it will be apparent that further movement of the brake lever in a counterclockwise direction will tend to rotate the drum in a reverse direction, and a movable brake anchor including spring I36 interposed between the lower side of the casing portion I32 and the i upper side of an adjustable nut threadedly carried .by the bolt I34 permits this desirable action to occur, the depression of the spring I36 allow- .ing the plate I2'I, brake band I26 and the brake drum I25 to rotate through a comparatively small arc in a counterclockwise direction. In the illustrated embodiment of the invention, the fluid motor 8 is provided for actuating the brake lever I29 in a counterclockwise direction, this motor understood that a reversal. in the direction of movement of the input shaft I04 is necessary in hen put shaft I06 is not turning, and this necessary action is accomplished by the operation of the clutch brake as described. In addition, however, it will be evident to those skilled in the, art that, when the vehicle is moving and the clutch member H4 is brought to neutral position prepara tory to engaging a new gear relation, an attempted shift from a lower to a higher speed gear requires a longer waiting period in neutral position to permit approximate synchronization of the speeds of the two members to be engaged, such as clutch members H2 and H4, than is required when shifting from a higher gear to a lower speed gear ratio, it being noted that when the vehicle is moving with a low speed gear ratio engaged the shaft I04 rotates at ahigher rate of speed than the shaft I06, with the result that a relatively large amount of energy is stored in the rotating parts associated with the shaft I04,

it thus requiring-a longer period of time for the shaft I04 to slow down to the speed of the shaft I06 unless means such as the clutch brake shown in the drawings is employed for the purpose of more rapidly retarding the speed of rotation of the shaft I04." In like'manner, it will be apparent that when'direct drive is established, for example, the shafts I04,and I06 will be rotating at the same speed when the vehicle is moving along the highway, and on operation of the gear ratio changing mechanism to establish a lower speed ratio, the speed of'rotation of the shaft I04 will have to be, increased in order to bring the engaging parts for establishing the lower speed gear ratio to the same rotating speed. With particular reference to the transmission mechanism illustrated in Fig. 2, it will be noted that, when shifting from second speed to high speed or direct drive, the engine and consequently the input shaft I04 will initially be turning at a much higher rate of speed than the output shaft I06, with the result that, when the clutch member H4 is brought to neutral position, any further movement of the member to the left will cause the member I I4 to pick up the ring I I1 and turn the ring sufficiently to cause'the spokes I I8 to engage one of the recesses I23 formed at the end of the slot H6 and prevent further movement of the clutch member to complete establishment of the high speed gear ratio. If this were not the case. serious gear clashing would occur with probable damage to the teeth of the clutches during thetime requiredfor the input shaft I04 to slow down sufliciently to match the speed of the output shaft I06 on reduction of the engine speed by the action of the operator in operating the throttle control or any other control for reducing th .speed of the engine. Consequently, actual engagement of the clutches to establish high gear ratio will here be, prevented as in the case previously described with the vehicle stationary, due to the fact that the relative speeds of the input and comprising a cylinder I39 pivotally connected to output shafts of the transmission are different, and it will be obvious that a reversal in direction of these relative speeds must be brought about before the spokes II3 can move out of the recesses I23 and into alignment with slots II6 to permit engagement of the high gear ratio. This action will, of course, occur in time on deceleration of the engine, .but on the larger vehicles a considerable amount of vehicle speed is lost during this period, and accordingly the clutch brake heretofore described is intended not only to eflect stoppage of and to reverse rotation of the clutch brake drum during engagement of the gears when r the vehicle is stationary, but it is also intended to act as an ordinary'clutch brake to slowdown the speed of the brake drum andthe input shaft during a shift of-gears upwardly in order to materially lessen the time required for such gear shifting. A clutch brake of the type described is understood that the use of such a clutch brake in connection with the controlling means about to be described is also beneficial in facilitating and speeding'up gear shifting operations from a lowerto a higher ratio if the ring I I1 and its associated mechanism in the transmission is dispensed with, and if the fluid flywheel is replaced with the more conventional type of friction clutch. Regardless of the type of clutch used, the flywheel or inertia effect of the parts rotating with the input shaft m is considerable, and a clutch brake of the type shown or of any other suitable type, when controlled in the manner about to be described, serves to materially. decrease the time necessary 'for the above gear shifting operation.

Referring again to Fig. 1 of the drawings, it

will be noted, as will be more fully described tioned. The valve I0- mounted on the casing of hereinafter, that an automatic valve responsive to variations of pressure in the intake manifold,

not shown, of the engine is provided for com I necting and disconnectingthe fluid pressure supply reservoir with the clutch brake cylinder 0,

that a valve I0 operated by movement of the.

the fluid pressur -gear shifting mechanism commember I48 normally urged against the upper member I68 bears against the shoulder I18 formed on the plunger, and it will be readily apparent that, when the chamber I64 is sufllciently evacuend of the port I48 by means of a spring I50. A v

plunger II is slidably mounted in the casing having a port I52 therethrough' connecting the.

outlet chamber I48 with a chamber I53 in such a way that, with the plunger I5I in the position shown, communication between the inlet and'outlet chambers I45 and I46 respectively is interrupted and communication between chambers I46 and I53 is provided through the port I52 in the valve operating plunger. On the other hand, it will be evident that, on an upward movement of the plunger I5I, the end of the port I52 formed therein will engage the lower end of the valve member I49, effectively preventing communication betweenchambers I46 and I53, and at the same time moving the valve member I48 to open position to permit communication between chambers I45 and I46. The piston rod I3 in the gear shift mechanism 5 is provided with a sleeve I54 having a groove I55 formed thereon ior normally receiving the lower end of the plunger I5I and having cam surfaces I56 formed on either side of the groove adapted to lift the plunger to operate the valve mechanism of the valve I0 on movement of the piston rod I3 to the right or to the left from neutral position, in such a manner as to establish communication between chamated, the diaphragm will move the plunger downwardly in such a manner as to overcome the spring I10, allowing the upper end of the valve 6 member I62 to close the bore I12 of the plunger and subsequently move the valve I62 downwardly from port I6I and connect chambers I58 and I59 bars I45 and I46 and to prevent communication between chambers I46 and I53 except when the gear shift is in neutral position.

The pressure responsive valve 9 serves under certain conditions to supply fluid pressure from the reservoir I to the chamber I58 of the valve I0 and comprises a casing I61 divided into inlet and outlet chambers I58 and I58 respectively by means of a partition I60 carried by the housing and having a port I6I formed centrally therein and normally closed by the lower portion of an intake and exhaust valve member I62' which is urged in an upward direction by means of a valve spring I63 interposed between the upper end of the valve and the upper side of the partition I60. The upper portion of the casing' I51 is divided into a pair of chambers I64 and I65 by means of a pressure responsive diaphragm I66, the chamber I84 below'the diaphragm being connected at all times to the intake manifold of the engine through a conduit I61 and the chamber I65 being connected to atmosphere through ports I68. A hollow plunger I68 is slidably mounted in the outlet chamber I68 and is normally maintained in the position shown by means of a spring I10 interposed between the plunger and the upper side of the partition I60, thus normally providing communication between the outlet chamber I59 and a port "I formed centrally in the upper portion of the casing through the bore I12 formed in the plunger, it being noted that a pair of sealing devices I13 and'I14 provided in the casing of the valve and acting on the-outer surface of the plunger serve to prevent the flow of fluid pressure past the plunger to or from chambers I64 and I65 respectively. vEnlarged portion I15 of the plunger forms a pressure responsive piston in thevbore of the outlet chamber I58 and the chamber'i16 formed in the casing above the piston is vented to atmosphere through a vent I11 in order to prevent equalization of pressure on both sides of the piston due to possible leakage by the piston. The central portion of the diaphragm through the port I6 I. For reasons to be described I hereinafter, the spring I10 is so proportioned and adjusted as to prevent movement of the plunger to operate the valves in the manner just described when the vacuum in the chamber I64 corresponds to that in the intake manifold of an engine running at idling speed without load, a higher degree of vacuum such as might be obtained when the engine is rapidly decelerating with the throttle closed being necessary to-move the diaphragm downwardly against the spring and operate the valve to connect the chambers I56 and I58, and the output pressure of the valve mechanism for a particulardegree of vacuum necessary being determined by the spring I10 and the pressure on piston I18. l

In order that the vacuum operated valve 9 may serve to supply fluid under pressure from the reservoir 1 to the clutch brake actuator 8, the inlet chamber I58 "of the valve 9 is connected with the reservoir by means of a conduit I19, while the outlet chamber I59 is connected with the chamber I53 0! the valve III by means of a conduit I80. In view 01' the fact that a conduit I8I is connected between the outlet chamber I46 of the valve l0 and the cylinder of the fluid motor 8, it will be seen that,-when the engine is decelerating from a high speed to a lower speed, a suilicient degree of vacuum' may be set up in chamber I64 of the valve 9 to move the diaphragm downwardly, thus connecting conduits I19 and, I80 and allowing fluid pressure from the reservoir 1 to flow to the fluid motor 8 through conduit I19, chamber I56, chamber I58, conduit I80, chamber I53 0! the valve I0, port I63, outlet chamber I46, and conduit I8I, while a reduction the cylinder 8 in the reverse direction through the outlet chamber I59 of the valve 9 and thence through the bor I12 of the valve plunger to port HI. I

The control valve II is substantially identical with that of the valve I0 so far 'as the internal construction is concerned, in-that a similar valve mechanism and valve operating plunger is provided in such a manner that the plunger I82 is manually operated in the downward direction by the pedal I83 to connectthe conduit 19 with an outlet conduit I84 to supply fluid pressure from the reservoir 1 to the. latter conduit, while, on release of the pedal I83, the valve operating plunger I82 moves upwardly and operates the valve mechanism to close the connection between when the valve mechanism 01' the valve 9 is moved to exhaust position, the fluid pressurereleased from the cylinder 8 to the port "I will be ex- 2,358,846 a 4 7 hausted therefrom through a conduit I88 connected with the conduit I84 to the latter conduits and thence through the valve .II to atmosphere by way of the exhaust conduit I88. 7

The valve II is provided primarily for the purpose of allowing the gears to be engaged when the vehicle is standing still with the engine idling,

under which conditions it will be recalled that the output shaft I 08 of the transmission, as shown in Fig. 2, is stationary, while the input shaft I04 is rotating under the influence of the fluid flywheel, making it necessary to stop and reverse the motion of the input-shaftbefore the gears can be engaged in the desired ratio.' It is obvithe valve II to connect the reservoir I with the brake cylinder 8, through conduit I19, the valve II, conduit I84, conduit I88, port "I of the valve 9, bore I12, chamber I59 of valve 9; conduit I80, chamber I53 of the valve I0, port I52 in the valve plunger, outlet chamber I48 and conduit I8I,- it being obvious that, due to the fact that the inlet port of the valve I is closed when the gear shift is in neutral position, no connection exists between the conduit I84 and the conduit I8I directly through thevalve I0. If the clutch brake is held in applied position by operation .of the vvalve -I I until the desired gear is engaged. the valve may then be moved to exhaust position by release of pedal I83, and fluid pressure will be exhausted from the fluid motor 8 through conduit I8I, outlet chamber I48 of the valve I0, port I48 of the valve I0, outlet chamber I45, conduit I84, and thence through the valve II to atmosphere by way of exhaust conduit I85, it being noted in this connection that, as soon as the gear shift mechanism operates to engage the desired gear ratio, the plunger II of the valve I0 is moved upwardly to disconnect, chambers I53 and I48 and to connect chambers I48 and I45 in such a manner that the fluidpressure in the motor 8 must be exhausted .through a different path than that through which it was originally supplied to the motor. It is evident from the foregoing description that, due to the operation of the valve I0 by movement of the piston rod I3 of the gear shift mechanism toward gear-engaged position, the fluid motor 8 can only be supplied with fluid to operate the clutch brake when the gears are moved toward such position by deliberate use of the valve I I by the operator, the apparatus being so arranged in order to Prevent unnecessary sudden decelemtionor jerking of the vehicle by application of the clutch brake when the gears are in engaged position, and, in this connection, the vehicle operator is usually instructed to use the valve II only when the vehicle is stationary and when it is desired to engage one of the lower speed gears in order to start the vehicle in motion.

It has been pointed out heretofore that, with the type of transmission and clutch illustrated in connection with the present invention, it is impossible to engage the gears when the vehicle is ,at rest without reversing the direction of movement of the transmission input shaft I04, and it will accordingly be seen that, if it were possible to operate the cam 34 of\the gear shift control ment of first speed by the gear shift mechanism, it would not matter whether the gear shift was energized by the-operation of valve 8 prior to the operation of the clutch brake by operation of the valve II or whether the reverse action took place. In many transmissions of the type illustrated in Fig. 2, however, the mechanism for preventing engagement of the gears prior to operation of the clutch brake to reverse the, direction of movement of the shaft I04 is omitted inconnection with reisaccordingly provided by the present invention this case the operator has recourse to the use of an interlocking device in the control valve 8 actuated by fluid pressure from the manually operable valve II to prevent operation of the valve cam shaft 34 to actuate the valve plunger 38 to energize conduit 8| for selecting and establishing reverse gear until the conduits for energizing the fluid motor of the clutch brake have'been supplied with fluid pressure through operation of the valve I I. With particular reference to Fig. 1,

' and to the structure of th control valve 8, it will pressure from a continuation of the conduit I88 connected therewith. A latch element I90is also slidably mounted in the casing of the valve 8 and is provided with piston-like portions. I9I and I92 respectively, the respective diameters of these pistons being such that; on admission of fluid pressure to the chamber I89, the latch is moved to th left against the tension of a spring I93 interposed between the left end of the piston I9I' and the left end of the bore I8'I, which bore is isolated from the inlet chamber 43 of the valve by means of thecovergasket 4|. An atmospheric vent I94 is also provided at the left end of the bore I 81 to .permit the escape of any fluid leaking by the piston I9'I. The right end of the latch member I98 normally engages a slot I98 formed in the lower end of the cam shaft 34 and prevents upward movement of the cam shaft to a position suitable for selecting and actuating the plunger 38 to energize the reverse speed line to the gear shifting mechanism. It will thus be apparent that, in order to engage reverse gear without clashing, it is necessary for the operator to apply the clutch brake through the operation of the valve I I before the cam shaft 94 of the valve 8 can be operated to energize the fluid pressure operated gear shift mechanism to effect selection and establishment of reverse gear ratio. While the transmission, clutch brake, fluid pressure gear shift mechanism and the controlling mechanism therefor have been described with considerable particularity, it will be noted that two control mechanisms have been provided for independently energizing the fluid motor 8 to operate the clutch brake, while a valve I0 automatically operated by the operation of the gear shifting trol of the fluid motor by the valve II sinc fluid valve 8 to energize conduit 88 to cause engageunder pressure is free to pass from this valve through conduit I84 to the clutch brak cylinder 39 to the left, supplying fluid pressure from the reservoir 1 to the passage'8'l of the gear shift mechanism through conduits I9 and 80, inlet chamber 43, outlet chamber 41, port 5I and conduit 88, whereupon the pressure acting on the upper side of the piston 25 will move the piston rod 2'! downwardly to rock the shifting element I1 about its mounting on the main shift or piston rod I3 to cause the finger I8 to engage in slot 3| in the gear shift rail I9. After the finger has engaged the slot 3I, further movement of the piston rod 21 will cause the cam face 93 to actuate the plungers 9I and 92 of the interlock valves 89 and 98 so that fluid under pressure from passage 81, which has already been energized, will pass by the valve 91 into the outlet chamber 95 and thence to the right side of the main gear shift piston -I6 through conduit 99. Since the first gear mechanism is ordinarily equipped with a lockout device similar to that shown in Fig. 2, it will be impossible for the piston I6 to move to the left to effect engagement of the low speed gear ratio until the valve II has been actuated to supply fluid pressure to the clutch brake motor 8 from the reservoir 1 through conduit I9, the valve ll, conduits I84 and I86, port III of the vacuum operated valve 9, bore I12 of the valve plunger, outlet chamber I59, conduit I80, chamber I53 of valve I9, port I52 in the plunger I5i, the outlet chamber I46 of the valve I and conduit I8I, whereupon the clutch brake will be applied to reverse the direction of rotation of shaft I94, shown in Fig. 2, thus operating the'lockout mechanism to permit engagement of first gear.

The vehicle is then accelerated in low gear by acceleration of the engine by the operator, and, when a shift from first to second speed position is desired, the operator first operates the cam 34 of the valve 6 to release the plunger 39 and actuate the plunger 31 for energizing the chamber 83 of the interlock valve 98 through conduit 84, further energization of the gear shift mechanism being prevented until the spring I in the gear shift mechanism has moved the shift element I1 and shift rail I9 to the right to a position" where the slots in the gear shift rails are again in alignment, whereupon the spring 26 above the selector piston returns the piston to neutral position allowing the plunger 92 of the interlock valve .99- to move to the left again and establish communication between chamber 83. and outlet chamber 96 of the valve, thus establishing communication between conduit 94 and the right side of the main-shift shifter piston I6. The fluid pressure on the left side of the piston will not, however, move the shift rail 29 into second speed position because of the action of the lookout device incorporated in the transmission, but, since, under these conditions, it is customaryfor theoperator to rapidly reduce the speed of the engine to idling speed by releasing his foot from the accelerator, the vacuum i-n'the intake manifold will rise to a value higher than that normally present when the engine is idling, and this increase in vacuum conveyed to chamber I64 of the valve- 9 through conduit I61 is sufficient to cause the diaphragm I66 to actuate the valve member I62 to establish communication between conduits I19 and I80 and thence to the clutch brake cylinder 8 through chamber I53, passage I52, and outlet chamber I46 of the valve III, which, on return of the gear shift piston rod I3 to neutral, is in the position shown in Fig. 1; and from there to the shaft being rotated at a higher speed than the output shaft at the time the gear shift from low to second is attempted by the operator. While traveling on a level road, the output shaft will continue to rotate at substantially the same speed for a small period of time, but the input shaft will be slowed down due to deceleration of the vehicle engine and the action of the clutch brake will act to slow it down at a rapid rate so that a point will be reached where the speed of the input shaft is less than that of the output shaft, at which time the lookout mechanism of the transmission will be operated by the friction between surfaces I2I and I22 of the clutch members shown in Fig. 2, and the fluidpressure at the left side of the piston I6 will move the piston to the right against the opposing spring to complete the establishment of second speed. As soon as the shift is completed, which happens almost instantaneously, the operator increases the engine speed, whereupon the fluid clutch again transmits power to the input shaft of the transmission and takes up the drive of the vehicle in the second speed relation. The operation.

of the control mechanism to change from second to third speed or direct drive is substantially the same and it is believed that a detailed explanation of this operation is unnecessary in view of the previous description. The shift downwardly from a higher speed to a lower speed is substantially the same regardless of whether the shift is from high to second or from second to low, and the shift from second to low which is the reverse of that which has just been described will be explained. With a vehicle running in second speed, the speed of the input shaft relative to that of the output shaft of the transmission will be relatively less for a given vehicle speed than it would be with the transmission shifted to the low'speed gear relation and consequently, when a shift from second to low is contemplated, it will be necessary to speed up the input shaft with relation to the speed of the output shaft before a reversal gin the relative direction of rotation of the two shafts can be obtained to operate the lookout device in the transmission, and it is obvious that an application of the clutch brake during this operation would hinder the speeding up of the input shaft rather than help it, and it is accordingly customary in handling transmissions and control systems of this type for the operator to maintain the engine at a high speed by maintaining the accelerator in depressed position while operating the valve 6 to again supply fluid pressure to the right side of the gear shift piston I6 .to return the gear shift to neutral and thereafter engage first speed, and whereas the operation of the clutch brake was of a semi-automatic nature during the shift from a low to a higher speed and dependent on the vacuum in the intake mam-,- fold, it will be apparent that, during a shift from second to low speed, with the speed of the engine maintained at a high point, the vacuum in the intake manifold of the engine and hencein the chamber I64 of the valve 9 will be insufficient to actuate the valve to supply fluid pressure from conduit I19 to conduit I80 and thence to the clutch brake cylinder 8, and accordingly, under this condition of operation, there will be no retarding of the rotation of the input shaft of the transmission by the action of the clutch brake during the momentary pause of the gear shift mechanism in neutral position and the gear shift to the lower gear will take place with a minimumloss of time.

There has thus been provided by the present invention an efficient and very simple automatic control mechanism for controlling the clutch brake of a clutch and transmission system in response to variations of operating conditions in order to facilitate shifting of the gears from any selected position to another position, and it will be apparent to those skilled in the art that the invention is not limited to the illustrated form but may readily take other forms well adapted to establish the necessary controlling action outlined heretofore. It will also be noted that the particular fluid pressure operated gear shift mechanism illustrated in connection with the present to the next gear position. Hence, the valve 8- may be operated to select and cause establishment of any of the four gear ratio positionsshown with the assurance that the shift will subsequently be made dependent only on the condition of operation of the vehicle engine which v overns the degree of .pressure in the intake manifold thereof, and, in controlling the operation of the vehicle engine,'it is only necessary for the vehicle operator to distinguish between a shift from a lower gear to a higher gear and a shift from a higher gear to a lower gear.

While one embodiment of the present invention has been illustrated and described herein with considerable particularity, it will be understood that the same is not limited thereto but is capable of expression in a variety of forms as will be well understood by those skilled in the art. For example, while the present apparatus has been described in connection with operation by fluid from a source of fluid pressure, it is contemplated that any source of power such as vac-. uum, compressed air, oil or electrical power may be utilized. Various other changes and modifications will occur to those skilled in the art without departing from the spirit of the invention. Reference will, therefore, be had to the appended claims for a definition of the limits thereof. What is claimed is: 1. In a motor vehicle having an engine and an intake manifold, a transmission of the type hav:

ing a driving shaft and a driven shaft, shiftable means for establishing desired gear ratios between said shafts, an element for shifting said means and means responsive to a speed differential in one direction between said shafts for preventing the establishment of a desired gear ratio and responsive to a change in the direction of said speed differential for permitting establishment of said desired gear ratios, power means for shifting said element to establish a desired gear ratio and control means for said power means for conditioning said power means to select and establish a desired gear ratio prior to the actual establishment thereof, a brake on said driving shaft for changing the speed of said shaft and changing the direction of speed differential between said driving and driven shafts, power ,means for actuating said brake, and valvular means controlled by movement of the shiftable element and by-the vacuumin the intake manitween said shafts, a shiftable element for moving said means, and means actuated by relative movement of said shafts in one direction for preventing engagement of the gearing and actuated by a reversal inthe direction of said relative movement for permitting engagement of the gearing,

a clutch for driving said input shaft having an element connected with the engine and an element connected with the input shaft, a floating clutch brake associated with theinput shaft for stopping and reversing the direction of motion thereof, power means for actuating said shiftable element to establish a desired gear ratio, control means for said power shifting means for -ener-' gizing the power means to establish a desired gear ratio, power means for actuating said clutch brake, means associated with the shiftable element of the transmission and controlled thereby for controlling the supply of power to said last named power means when the gears are disengaged, and means actuated by the vacuum in the V intake manifold of the engine for controlling the supply of power to the means associated with 40 said shiftable element, whereby the direction of movement of the input shaft in relation to the output shaft is reversed for permitting the power means to'establish the selected gear ratio.

3. The combination in a vehicle having an engine provided with an intake manifold, a transmission of the type having input and output shafts, means shiftable for establishing different gear ratios between said shafts and means responsive to changes in the relative direction of rotation of said shafts for preventing or .permitting shifting movement of said means, a clutch for transmitting power from said engine to said 5 transmission including a member driven by the engine and a member connected to the input shaft and driven by said engine driven member,

,and a power operated brake associated with the input shaft and operable to change the relative speeds of said input and output shafts, of an element for shifting said shiftable means to establish a desired gear ratio, means actuated by said element for controlling the energization of said power operated brake, and means controlled by the pressure in the intake manifold of the engine for controlling the supply of power to said brake energization controlling means.

4. The combination in a motor vehicle hav= ing an engine provided with an intake manifold, a transmission having shiftable means, means for shifting said means, a clutch for transmitting power from the engine to the transmission including an element driven by the engine and an element connected with the transmission, and a clutch brake associated with the second clutch element for changing the speed thereof and facilitating shifting of the gears, of serially conof power from the engine to the input shaft ineluding an element driven by the engine and an element for driving the input shaft, and a clutch brake associated with the input shaft for varying thespeed thereof to facilitate the establishment of the shiftable means in different speed ratios, of means including a control valve responsive toa predetermined pressure in the intake manifold for controlling the action of said clutch brake when said shiftable element is in neutral position.

6. The combination in a motor vehicle having an engine provided with an intake manifold; a transmission of the type having input and output shafts, and shiftable means for establishing different gear ratios between said shafts, an ele-l,

ment associated with the transmission having neutral and gear-engaged positions for shifting said means to establish said desired gear ratios, means for transmitting power from the engine to the input shaft of the transmission including a member driven by the engine and a member driven thereby for driving the input shaft, and a clutch brake associatedwith the input shaft and operable for changing the-speed of said input shaft for facilitating operation of said shiftable means, of means including a valve responsive to intake manifold pressure of engine for controlling the operation of said clutch brake, and

means controlled by movement of said shiftable element to gear engaged position for rendering said last named means ineffective for controlling said brake.

7. The combination in a motor vehicle having anl-engineprovided with an intake manifold, a transmission of the type having input and output shafts and means shiftable from neutral position to establish desired gear ratios between said shafts, and means responsive to variations in the relative direction of rotation of said shafts to permit or prevent movement of said means from neutral to gear-engaged position, a shiftable element for moving said means, means for transmitting power'from the engine to the input shaft including an element driven by the engine and an'element driven by said engine driven element and connected to the input shaft, and a floating brake associated with the input shaft for changin'g the speed and direction of rotation thereof,

brake regardlessof the position of said shiftable means.

8. The-combination in a motor vehicle having an engine provided with an intake manifold, a transmission of the type having input and output shafts, shiftable gear ratio changing means normally occupying a neutral position and shiftable to establish different gear ratios between said shafts, means associated with said shiftable means and responsive to changes in the relative direction of rotation of said input and output shafts for preventing or permitting engaging of valvular means controlled by the pressure in the intake manifold for supplying fluid pressure from said source to said motor for actuating said brake, and means controlled by movement of said shiftable element to gear-engaged posi-.

tion for preventing the supplying of fluid pressure to said motor by the operation of said last named means.

9. The combination in a motor vehicle having an engine provided with an intake manifold, a transmission of the type having input and output shafts, means shiftable from neutral position to establish different gear ratios between said shafts and means controlled by the rotational relationship between said shafts for permitting or pre-- venting movement of said shiftable'means to establish said ratios, an element for shifting said means, a brake associated with said input shaft for controlling the rotation thereof, a source of fluid pressure and, ,a fluid motor for actuating said brake, of valvular means including a member responsive to the pressure in the intake manifold for connecting and disconnecting said source and motor, and means responsive to movement of said shiftable element for preventing establishment of a connection between said source and motor when the shiftablemeans are in gear ratio establishing position.

10. The combination with a motor vehicle having an engine provided with an intake manifold, a transmission of the type having input and output shafts, shiftable means movable from neutral position for the establishment of different gear ratiosbetween said shafts, and means responsive to the relative movement of said shafts when the transmission is in neutral and the output shaft is stationary for preventing engaging movement of said shiftable means, a shiftable element for moving said means to engagedposition'from neueluding a pressure responsive member associated with said valvular means for normally preventing the selection of one of said gear ratios, a clutch for connecting the engine with the input shaft ineluding a member driven by the engine and a member connected with the input shaft for normally driving the input shaft in one direction only. a floating brake for stopping and reversing the direction of rotation of the input shaft and a fluid motor for actuating said brake, of means controlled by the degree of vacuum in the intake manifold for controlling the flow of fluid pressure to and from said actuator for applying and releasing the brake when the shiftable element is in neutral position, means controlled by movement of said shiftable element to gear-engaged position for preventing control of the fluid motor by said last named means, and operator-com trolled means for supplying fluid pressure to said motor to apply the brake to stop and reverse the rotation of said input shaft and to actuate the pressure responsive member of the control valve .to permit operation of said control valve to effect asaaaao energlzation of the actuator to effect establishment of said one gear ratio.

11. The combination in a motor vehicle having an engine provided with an intake manifold, a

transmission having shiftable means to estab-' sponse to a predetermined pressure in the intake manifold for energizing said motor to apply the brake and operable at a different predetermined intake manifold pressure to deenergize the motor when the gear shiftin element is in neutral position, and means actuated during movement of the gear shifting element to gear-engaged position for preventing energization of said motor by said means.

12. The combination in a motor vehicle having an engine, a transmission having input and output shafts and means shiftable from neutral position to gear-engaged position for operatively connecting said shafts, means responsive to relative movement between said shafts in one direction for preventing movement of said gears to gear-engaged position and responsive to a reversal in'said relative direction of movement of said shaft for permitting movement of said shiftable means to gear-engaged position, a shiftable element for movin said means from neutral to gear-engaged position, a fluid clutch connecting said engine with said transmission input shaft and tending to rotate said shaft in the same direction as the engine regardless of engine speeds. floatthe brake and reverse the direction of rotation of the input shaft, and means associated with the control valve mechanism for the fluid pressure actuator and actuated by the fluid pressure supplied to the fluid motor by the manually operable means for preventing energization of said fluid pressure actuator by the valvular mechanism until fluid pressure has been supplied to said fluid motor for actuating the brake.

13. The combination in a motor vehicle having an engine provided with an intake manifold, a transmission of the type having input and output shafts, shiftable lmeans movable to establish or disestablish a plurality of gear ratios between said shafts and means responsive to relative rotation of said shafts in one direction for preventing movement of said shiftable means for the establishment of a desired gear ratio and responsive to v a reversal of said relative movement of said shafts to permit gear ratio establishing movement of said shiftable means, fluid pressure operated gear shifting mechanism for selecting and establishing desired gear ratios including an element movable to select and shiftable to establish said ratios,

means including a. manually operable control valve mechanism for energizing said fluid pressure gear shifting mechanism to select and establish a desired gear ratio, a brake associated with one of the transmission shafts for reversing the relative direction of rotation of said shafts for permitting operation of the fluid pressure gear changing mechanism to establish a desired gear ratio, and a fluid motor for actuating said brake, of means responsive to a predetermined pressure in the intake manifold of the engine for controlling the supplying of fluid pressure to said fluid motor for actuating said brake for reversing the relative direction of rotation of said one shaft and permitting movement of the shiftable element by the fluid pressure gear shifting mechanism for engaging a desired gear ratio, and means actuated during movement-of the shiftable element from neutral position for insuring deenergization of said fluid motor and subsequent unretarded rotation of said one shaft regardless of the action of said intake manifold pressure responsive means. Y

14. The combination in a motor vehicle having an engine provided with an intake manifold, a transmission of the type having an input shaft driven by the engine and an output shaft for driving the vehicle and having means shiftable for establishing different gear ratios between said shafts and means controlled by the relative direction of movement of said shafts in one direction for preventing engagement of the shiftable means from neutral position and operable by a reversal in the relative direction of movement of said shafts for permitting engagement of the, shiftable means from neutral position, means for I shifting the shiftable means to and from neutral I position, a brake'associated with said input shaft the engine for preventing the application of power to said brake, and means controlled by the movement of the shifting means from neutral position to gear-engaged position for preventing the application of power to said brake by said vacuum controlled means.

15. The combination in a motor vehicle having an engine provided with an intake manifold, a transmission having means shiftable to establish a plurality of gear ratios, means for shifting said shiftable means to select and establish a desired gear ratio, a clutch interposed between the engine and the transmission for transmitting power from the engineto the transmission having a member connected with the engine and a member connected with the transmission and having a clutch brake operable for retarding the motion of the clutch member connected to the transmission, and an actuator for said clutch brake, of means controlled by the pressure in the intake manifold,

for controlling energizing and deenergizing of said clutch brake actuator, means controlled by operation of the gear shifting means for preventing-or permitting energization anddeenergization of the clutch brake actuator by saidv manifold pressure control means, and operator-controlled means for controlling the energization and deenergization of said, clutch brake actuator in.-

dependently of'the controlling action of said manifold pressure responsive means and said means controlled by the operation of the gear shifting means.

16. The-combination in a vehicle having an engine provided with an intake manifold, a variable ratio transmission of the type having input and output shafts and shiftable means for establishing different gear ratios therebetween,

means responsive to changes in the relative direction ofyrotation of said shafts for preventing or permitting shifting movement of said means, a clutch for transmitting power from said engine to said transmisssion including a member driven by the engine and a member connected to the input shaft and adapted to be driven by the engine driven member, a clutch brake associated with said input shaft for varying the relative rotational position of said shaft with respect "to said output shaft, and a fluid. motor for actuating said brake, of an element for shifting said shiftable means to establish a desired gear ratio, a source of fluid pressure, and means including a valve responsive to the pressure in the intake manifold for supplying fluid pressure to said motor from said source whereby the clutch brake is actuated to changethe relative rotational position of said shaftsto permit operation of said element to establish a desired gear ratio.

17. The combination in a vehicle having an engine provided with an intake manifold, a variable ratio transmission having shiftable means for establishing different gear ratios, a clutch having a member driven by theengine and a member connected to the transmission for transmitting power from the engine to the transmission, a clutch brake for controlling the operation of one of said clutch members and facilitating the operation of said shiftable means in engaging a desired gear ratio, and fluid pressure operated means for actuating said clutch brake,

of means including a valve having an element responsive to the pressure in the intake manifold for controlling the pressure of the fluid in sal clutch brake motor. 18. The combination in a vehicle having an engine provided with an intake manifold, a transmission of the type having input and output shafts, shiftable means for establishing different gear ratios between said input and output shafts, and means responsive to relative changes in the direction of rotation of said shafts for permitting or preventing the operation of said shiftable means to engage a desired gear ratio, and a clutch for transmitting power from said engine to said transmission including a member driven by the engine and. a. member connected with the input shaft, of a brake associated with said input shaft for controlling the rotational position thereof, a fluid motor for actuating said brake, and mean", including a valve having an element responsive to the pressure in the intake manifold for supplying fluid pressure to said motor when the pressure in the intake manifold is less than a predetermined value.

19. The combination in a motor vehicle having a source of power, a variable ratio transmission for transmitting power to the driving mechanism of the vehicle, a clutch having driving and driven parts for transmitting power from the source to the transmission and a clutch brake for retarding rotation of the driven clutch part, of operator-controlled means for selecting and controlvehicles embodying an internal combustion en- I gine having a throttle, a fluid fly whe'el including impeller and runner elements, a transmission gearing including input and output shafts and change-speed gearing between them including selectively operable clutches shiftable from neutral into engaged position and embodying means for blocking engagement ,of the clutches until the speeds of the parts to be clutched together cross, and a brake operable to retard and also stop and also reverse the input shaft to unlock the balking means; the combination of a pressure operated motor to apply the brake, a source of pressure fluid, a conduit systemconnecting the source and said motor, valves in the conduit system including a. pressure reducing valve and a vacuum operated, differential means operated by vacuum controlled by the throttle position and operable to open and close the pressure reducing valve, and a cut-out valve operable by neutral.

WILLIAM J. ANDRES. 

